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Porsche Engineering
ISSUE 1/ 2017
MAGAZINE
MAGAZINE
CUSTOMERS & MARKETS Driver cabins for Scania’s new truck generation
TRENDS & TECHNOLOGIES Modular component for the battery system: the lithium-ion cell
ENGINEERING INSIGHTS Basics and success factors of the V8 engine
Digital solutions for the vehicle of the future
PRECISE.
www.porsche-engineering.com

More km/h.
And more kbit/s.
Digital solutions by Porsche Engineering.
Panamera E-Hybrid Models: Fuel consumption (in l/100 km) combined 2.9–2.5; CO2
emissions combined 66–56 g/km;
electricity consumption: combined in 16.2–15.9 kWh/100km

EDITORIAL 3
Porsche Engineering MAGAZINE
Dirk Lappe and Malte Radmann,
Managing Directors of Porsche Engineering
About Porsche Engineering
Creating forward-looking solutions was
the standard set by Ferdinand Porsche
when he started his design office in
1931. In doing so, he laid the foundation
for today's Porsche customer develop-
ments. We renew our commitment to
that example with each new project that
we carry out for customers. The variety
of services provided by Porsche Engi-
neering ranges from the design of indi-
vidual components to the planning and
execution of complete vehicle develop-
ments and extends to industries beyond
the automotive sector.
Dear Readers,
This year’s CES electronics tradeshow in Las Vegas was characterized
by the rise of digital assistants in daily life. Siri, Alexa, Cortana and the
like listen attentively to the goings-on around them and respond to the wishes
of their users in fractions of a second. Orders from the internet are made
with a simple voice command, the refrigerator is filled automatically and
a central intelligence function reminds us that it’s just about time to head
to work—with traffic jams and delays already baked in. And we fill in the
blanks that the artificial intelligence can’t work out on its own with hand
gestures and voice control.
What can we expect from this “user experience” in the future? How much
automation, anticipation of our thoughts and needs, and convenience
do we want? One thing is clear: much is possible. What is equally clear:
not everything that is technologically feasible is necessarily a good idea.
It would seem that the time has come to scrutinize some developments and
not lose sight of what really counts: people.
As developers, we’re at the forefront of making these themes a reality—par-
ticularly as concerns vehicles. That’s why we feel such a strong responsibility
to create sustainable solutions: developed with a purpose, and for people,
rather than simply in pursuit of the technology for its own sake.
In a Porsche, it will remain possible to switch off the data connection;
Privacy Mode must remain an option at all times. People need the space
to spend time without the internet and constant connectivity. Music is
the product of the rests between the notes. We want to advance technology
in order to remain human.
We wish you an enjoyable read.
Sincerely,
Malte Radmann and Dirk Lappe

26 Porsche Engineering develops driver cabins
for Scania’s new truck generation
CUSTOMERS & MARKETS
IN THE FAST LANE

40
34
10
48
5
CONTENTS Porsche Engineering MAGAZINE
DIGITALIZATION
10 Forward-Looking and Safe

New requirements caused by
driver assistance systems
16 New, Yet Familiar

Interview with Dr. Rolf Zöller,
Porsche AG, and Joachim
Bischoff, Porsche Engineering
22
Connected and Flexible
Automated test drives for
connectivity enhancements
CUSTOMERS MARKETS
26
In the Fast Lane

New truck cabin generation
for Scania
TRENDS TECHNOLOGIES
34
Blueprint for a Success Story
The lithium-ion cell
PORSCHE UP CLOSE
40 Sporty Addition
The Panamera Sport Turismo
ENGINEERING INSIGHTS
44
Under One Roof

Vehicle concept development in the
context of changing mobility
48 Eight
Fundamentals and keys to the
success of the V8 engine
03 Editorial
06 News
53 Imprint
PANAMERA 4 E-HYBRID SPORT TURISMO
Fuel consumption (combined): 2.5 l/100 km
Power consumption (combined): 15.9 kWh/100 km
CO2 emissions (combined): 56 g/km
22

COOPERATION FOR THE FUTURE
NEW CONTRACT WITH THE CZECH TECHNICAL
UNIVERSITY IN PRAGUE
Porsche Engineering is expanding its collaboration
with the Czech Technical University in Prague (CTU). To
that purpose, Prof. Petr Konvalinka, Rector of CTU, Dirk
Lappe, Managing Director of Porsche Engineering Group,
and Dr. Miloš Polášek, Managing Director of Porsche
Engineering Prague, signed a new collaboration contract
at the Czech Institute of Informatics, Robotics and Cyber-
netics (CIIRC) with the Technical University on May 3rd.
The collaboration will now be expanded to new research
institutes at the university in order to advance research
projects in the automotive industry. Porsche Engineering
Prague and the CIIRC Institute work especially closely
together in the fields of server-based vehicle functions and
the development of charging infrastructure.
The collaboration with CTU began with the establish-
ment of the subsidiary in Prague in 2001. Since then,
Porsche Engineering has supported the students with
practice-oriented lectures, internships and final projects
while benefiting in turn from the latest insights from
academic research. ■

NEWS 7
News
FORMULA STUDENT
DRIVERLESS
SPONSORED BY PORSCHE ENGINEERING
DIGITALIZATION
CONTINUES APACE
GROWTH IN CLUJ-NAPOCA
SOCIAL MEDIA
There’s a new addition to the For-
mula Student movement: the new driver-
less construction competition is dedicat-
ed to the development of autonomous
race cars. The University of Stuttgart is
once again entering a team in the com-
petition and will be supported by Porsche
Engineering. Like the GreenTeam for
electric driving already sponsored by
Porsche Engineering, the formed student
group will receive advice from Porsche
engineers in the development process
and receive access to test benches. The
new team will participate in Formula
Student races for the first time at the
Hockenheimring in August 2017. ■
Porsche Engineering’s software
location in Cluj-Napoca has success-
fully reached its latest growth targets.
Development work in Cluj-Napoca fo-
cuses on issues concerning the digitali-
zation of vehicles and electromobility.
Further growth is planned for the years
to come in order to meet the rising de-
mand for function and software devel-
opment. Recently launched in coopera-
tion with the Technical University in
Cluj, the Automotive Engineering pro-
gram at the university will promote the
long-term expansion of the location. ■
Technological trends and devel-
opments, news from the international
Porsche Engineering locations and cur-
rent job openings: with Porsche Engi-
neering’s new corporate profiles on
Facebook and LinkedIn, customers,
partners, employees and fans can fol-
low the latest developments from the
engineering services provider. The pro-
files can be accessed via the search term
“Porsche Engineering” or using the QR
codes below. ■
NEW CORPORATE PROFILES
ON FACEBOOK AND LINKEDIN
Facebook LinkedIn

8 DIGITALIZATION

DIGITALIZATION 9
Precise.
That’s exactly how we develop digital solutions. Not just technology
for its own sake, but always with an eye to the benefits for users and developers.
Driver assistance systems need to operate with foresight and work safely at
all times. We explain the requirements that thereby emerge for development and
how they can be effectively taken into account in the development process.
Whether and to what extent digitalization is new, or in fact familiar, in the auto-
motive industry is analyzed by two Porsche experts in our interview. Finally,
you can read about how our in-house-developed testing proce
dure for connectivity
applications streamlines the development process—and highlights the possi
bilities of digitalization for developers and users alike.

10 DIGITALIZATION
Scale of automation as per SAE
LEVEL 0
Driver Only
LEVEL 1
Assisted
LEVEL 2
Partial Automation
LEVEL 4
High Automation
LEVEL 5
Full Automation
LEVEL 3
Conditional Automation
Driver continuously
performs the
longitudinal and
lateral dynamic
driving task.
Driver continuously
performs the
longitudinal or
lateral dynamic
driving task.
Driver must monitor
the dynamic driving
task and the driving
environment at all
times.
No intervening
vehicle system
active.
System performs
longitudinal or
laternal driving task in
a defined use case.
System performs
longitudinal and
lateral driving task in
a defined use case.
DRIVER DOES NOT NEED TO MONITOR
DRIVER NEEDS TO MONITOR
RESPONSIBILITY
AUTOMATION
DRIVER
Driver does not need
to monitor dynamic
driving and driving
environment; must
always be in a position
to resume control.
Driver is not required
during defined use
case.
System performs
the lateral and
longitudinal
dynamic driving
task in all situations
encountered
during the entire
journey. No driver
required.
System performs
longitudinal and
lateral driving task
in a defined use
case. Recognizes
performance limits
and requests driver
to resume dynamic
driving tasks with
sufficient time margin.
System performs
the lateral and
longitudinal dynamic
driving task in
all situations in a
defined use case.
In recent years, advanced driver assistance systems (ADAS) have evolved from mere
display and warning functions into applications with ever higher degrees of automation.
Increasing automation yields new, substantially more demanding requirements in the fields
of function development, test grounds and validation.
By Dr. Christian Koelen, Julia Steiner and Johannes Wiebelitz
Forward-Looking
and Safe
New requirements for the fields
of function development,
testing grounds and validation

DIGITALIZATION 11
In keeping with the new demands on driver assistance
systems, which increasingly simplify the driving task, the
systems are categorized according to classes. In this context,
the international Society of Automotive Engineers (SAE) in-
troduced the “SAE Levels of Automation,” an automation
scale (see figure on page 10).
Initial steps of automation
At the lowest level, 0, the driver conducts the driving task
alone, but is aided by display and warning assistance systems
with information about the traffic and infrastructure environ-
ment. Examples include traffic sign display and a lane depar-
ture warning function. Higher-level assistance systems ac-
tively intervene in controlling the vehicle, including
longitudinal and/or lateral control. From automation level 3
and up, the driver can concentrate on other activities if con-
ditions permit, but must reassume the driving task if the
system limits are reached. In other words: the vehicle per-
forms the driving task completely independently, but the
driver must be able to control the vehicle manually in a tran-
sitional scenario. Precisely this reassumption of control of the
driving task by the driver becomes problematic when the
driver has mentally withdrawn far from the driving situation.
The question of how to handle this situation safely is cur-
rently the focus of much discussion.
From highly automated to autonomous driving
Highly automated driving (level 4) differs from autonomous
driving (level 5) in that autonomous driving signifies complete
performance of the driving task by the vehicle from the start
to the destination. In highly automated driving, this applies
only to certain application cases; one example of this level is
automatic valet parking, in which the vehicle independently
parks itself in a free spot in a parking garage without being
monitored by the driver.
The development of highly automated and autonomous ve-
hicles represents a major challenge. The correct perception
of the environment by the assistance systems remains difficult
today, as does situational interpretation. Only the use of self-
learning algorithms seems to offer the possibility of mastering
the variety of possible driving scenarios with an acceptable
degree of effort. Initial approaches look promising; neuronal
networks, for example, are currently enabling major advance-
ments in image processing and object classification.
In contrast to the capabilities of the human brain, a self-driving
vehicle requires huge amounts of training data in order to cor-
rectly classify objects and situations. In order to generate these
enormous and highly relevant data sets, it is helpful to gather
the data and ultimately the “intelligence” of a large number of
vehicles. To this purpose, it is important to utilize a centralized
back-end server with which the vehicles exchange all informa-
tion. The back-end server collects the data from an entire fleet
of vehicles and processes it, with the insights gained through
the processing then fed back to each individual vehicle.
Validation of highly and fully automated systems
Due to the huge variety of possible driving situations,
the validation of highly and fully automated systems ›

12 DIGITALIZATION
Virtual vehicle in an environmental simulation
represents a particular challenge in the development process.
Traditionally, development and validation processes in ve-
hicle development make use of testing facilities and grounds
and simulations.
Validation through simulations
The advantage of simulations lies in the fast and reproducible
validation of the implemented functions. In other words, all
pre-defined test scenarios can be tested cheaply and quickly.
The figure below shows a virtual, simulated environment.
As simulations can only generate a more or less realistic rep-
resentation of reality, it is indispensable to conduct validation
on testing grounds and, ultimately, in real-life traffic situa-
tions as well.
Validation at testing facilities and grounds
Available testing facilities and grounds currently consist main-
ly of large asphalt surfaces, high-speed tracks and demanding
handling courses. However, in order to test automated driv-
ing functions in their different manifestations, these grounds
must be designed such that real traffic situations can also be
set up and tested on them. A future-ready testing grounds for
the comprehensive testing of partially and highly automated
driving functions must therefore demonstrate several substan-
tial enhancements over previously available testing facilities.
Digital cartography for the validation
of functions using predictive route data
To allow driver assistance functions that use predictive route
data (PSD) as their data basis to be tested on non-public test
grounds, the grounds need first to be digitally mapped. In
doing so, for example, information on route progressions,
applicable speed limits, number of lanes or the precise posi-
tions of traffic signs must be recorded. In current Porsche
vehicles, this information is already available through
the navigation database, enabling a preview of static route
attributes such as a speed limit that comes into effect in
200 meters.
Precise localization through differential GPS
The testing of highly and fully automated driving on testing
grounds requires as-precise-as-possible localization of the test
vehicles. This is made possible by local differential GPS
(DGPS), for example. In testing operations, the DGPS assists
in the precise positioning of vehicles. Beyond the testing of

DIGITALIZATION 13
automated functions and the testing of reproducible test sce-
narios, it also offers an additional key advantage for the
operator of the testing grounds: it increases safety within the
grounds, in particular during critical tests in higher speed
ranges as rescue operations can be coordinated with much
greater precision in that case.
Dynamic environment and interconnection
of traffic participants
In addition to localization in terms of the absolute and relative
vehicle position, localization within a dynamic environment
must also be possible. Dynamic test objects or other test par-
ticipants could communicate with each other on the testing
grounds via a full-coverage Wi-Fi or Internet-capable mobile
network. At the same time, this would also create the funda-
mental prerequisite for testing connected car services as well
as a basis for the networking of all static test objects. The
precondition for this is that the test environment of the testing
grounds already have a controllable and communication-ca-
pable infrastructure. Light control systems or other interactive
test objects must be capable of functioning in accordance with
the requirements of the test scenario. In traffic scenarios,
which need to be represented highly realistically, additional
controlled pedestrian or cyclist dummies could be used.
Highest enhancement level: simulated city
The combination of all of the testing grounds enhancement
described thus far leads to a highly flexible, actually drivable
test environment comprising the greatest possible variety in
terms of traffic situations and attributes. This level is referred
to as the simulated city (SimCity) as city traffic manifests the
highest density of traffic situations. Simple implementation
options are available through changeable street routing or the
use of different predictive route data codes. For comprehen-
sive testing of autonomous driving functions, however, there
is also a need to simulate real traffic participants within such
a SimCity, to which purpose all coordination scopes and data
flows must be agglomerated and controlled in a central man-
agement unit.
Testing of critical driving situations
To generate a useful basis for the development of safe par-
tially and fully automated driving, a database including all
critical driving situations is essential. The data can be used,
in the first place, to simulate critical incidents. Purely virtual
calculation, however, soon reaches its limits when it comes
to evaluating human perception. The simulation of environ-
mental sensing, too, only works to some degree as it only
represents partial components. The upshot is that a compre-
hensive system test of the real vehicle including the drive unit
and suspension components can only be simulated to a lim-
ited extent.
Reproducible driving tests with robotic vehicles
One solution approach is to test extracts from the simulation
in the real testing environment. To achieve this, the robotic
vehicles used as environmental traffic participants must be
centrally controllable in accordance with the scenarios dic-
tated by the simulation. The appropriate driving maneuvers
are selected for each test objective. The basis is a driving
maneuver catalog containing a large number of globally rel-
evant scenarios. Many of the driving maneuvers are taken
from real test environments. Test vehicles are equipped with
extensive environmental sensor technology that records the
traffic activity in the immediate vicinity. For the test proce-
dure, these stored driving scenarios are “run” on specially
designed testing grounds. The originally recorded vehicle
environment, i.e. the traffic participants moving relative to
the test vehicle, is represented by the centrally remote-con-
trolled robotic vehicles. In principle, this method can be used
to cover scenarios relevant in various customer markets.
The demands placed on the robotic vehicles are high. Each
machine must be capable of safe conduct, i.e. designed with
redundancy, while at the same time having the capability ›
The efficient testing of partially and highly automated functions
must be based on mature tool chains.

1
3
2
4
14 DIGITALIZATION
to independently transition to a safe state in case of error (see
figure on top of page 15).
The efficient testing of partially and highly automated func-
tions must be based on mature tool chains. Only tools that can
control and also measure the complex test conditions will be
up to the task of handling the ever more multifaceted scenar-
ios that will emerge in the future. In the defined test maneuver
catalogs for the validation of new software and functional
states, the comparability of test procedures is essential. Because
many advanced driver assistance systems, such as adaptive
cruise control (ACC), are dependent on the behavior of other
traffic participants, robot vehicles are required. The automa-
tion of the robot vehicles makes it possible to achieve the high-
est possible degree of reproducibility of the test maneuvers.
To influence the longitudinal and lateral control of the vehicle,
corresponding driver assistance interfaces are brought to bear.
ACC is suitable for the longitudinal direction and lane keep-
ing support (LKS) for the lateral direction. This requires an
adaptation of the vehicle architecture. For signal manipula-
tion purposes, FlexRay-FlexRay gateways (FR-FR
GW) are
inserted into the vehicle FlexRay branches. These additional
interfaces enable manipulation of individual control unit sig-
nals (ECU) through triggering. This enables intervention on
the signal level without changing the actual vehicle functions.
With this approach, recorded measurements can also be au-
tomated and reproducibly driven. Development steps become
identifiable and improvements measurable. Moreover, an
elementary development condition is fulfilled: the reproduc-
ibility of tests for the detection of error causes.
Taking into account the vehicle environment sensor technol-
ogy, additional sensors and user input, trajectory planning
and decisions for collision-free driving are made on the
NVIDIA Drive PX 2 computing platform.
Reliability for robotic and series vehicles
As the complexity and degree of automation rise, so do the
requirements in terms of reliability. This affects automation
levels 3 to 5 and applies equally to robotic vehicles used in
the validation of assistance functions and to the development
of the series function. It is essential to establish redundancy
in the sensing capability and the control apparatus so that
the vehicle can be transferred to a safe state in critical situa-
tions. This “emergency maneuver” state is activated through
a trigger based on various different incidents. These include
system component failure, or—in a real situation—the un-
availability of the driver after a certain retrieval time or
through the observation of the driver (such as falling asleep
GUI NVIDIA Drive PX 2
processing platform
Gateway
Vehicle movement
coordinator
Car
Networking architecture for
reproducible driving trials
Specifications of road
environment + country
start/stop
Trajectory planning
and decisions for
collision-free driving
FR-FR GW
Longitudinal
control
Acceleration
Deceleration
Steering
Lateral control
Display of vehicle
state and environment
WIFI
MEASUREMENT
TECHNOLOGY
1 Engine
3 Brakes
2 Transmission
4 Steering wheel

DIGITALIZATION 15
Layer model of driving automation
Independent “emergency
maneuver” to a safe state
or experiencing a medical emergency). The vehicle then de-
termines the nearest parking position based on map informa-
tion and infrastructure data and then independently proceeds
to the location by means of an upstream trajectory plan based
on the ego-position (localization).
This maneuver must be conducted in a collision-free manner
and without obstructing other traffic participants or test

vehicles. In order to achieve this, monitoring the vehicle en-
vironment is indispensable. Both static and dynamic objects
need to be detected and avoided in order to prevent accidents.
Accomplishing this requires the sensing technology to be ex-
tremely precise and designed with diversitary redundancy for
plausibility assessment purposes. Here, diversitary means that
two or more different systems/technologies (e.g. camera and
radar) ensure that an object is detected.
The safe state is regarded as achieved as soon as the vehicle
has reached a designated emergency stop bay, decelerated to
a stop and secured itself against rolling away or applied the
parking brake. Also conceivable would be the transmission
of an emergency call. On the Porsche testing grounds in
Nardò, the maximum gap between emergency stop bays on
the track is three kilometers. So the vehicle must be able to
drive at least this minimum distance.
The driving automation layer model required to ensure reli-
ability is depicted in the figure below. The safety level (
layer 4)
is particularly noteworthy. This is where the system compo-
nents are monitored and the safe state is requested in critical
situations. The upstream computing level fulfills the require-
ment of the ASIL standard (Automotive Safety Integrity

Level—Functional Safety; ISO 26262).
Highly automated driving is in the works
The long-term advancement of driver assistance systems to-
ward higher degrees of automation results in greater demands
on the fields of function, testing grounds and validation. In
that process, the intelligent further development of self-learn-
ing systems, cross-object networking and effective validation
processes, as well as the enhancements of variable testing
grounds, are essential to making highly automated and au-
tonomous driving a reality. n
LAYER 5
Application level
LAYER 4
Safety level
LAYER 3
Computing level
Valet
parking
Collision avoidance
Monitoring of
system components
Computing platform for
autonomous driving functions
Reproducible
test maneuvers
Driving into safe state
NVIDIA Drive PX 2
Automatic
charging
Platooning …
…
Additional cameras
CAR2X
Hardware
LAYER 2
Control level
LAYER 1
Vehicle level
Longitudinal and lateral control
Modified
EE architecture
GatewayTTX Connexion
Vehicle prototypes
Integrated
environment sensors

16 Porsche Engineering MAGAZINE DIGITALIZATION
Joachim Bischoff (left) and Dr. Rolf Zöller
at a CAN-mobile in the Porsche Electrics
Integration Center

17
DIGITALIZATION
New, Yet Familiar
Dr. Rolf Zöller, head of Car Connect at Porsche AG, and Joachim Bischoff, head
of digitalization at Porsche Engineering, on the degree of novelty of digital technologies
in automotive development, enhanced functions for an optimal customer experience and
the digital Porsche product world.
Digitalization is the word on everyone’s lips these days—
how do you define it?
Dr. Rolf Zöller
Digitalization is long since commonplace in
vehicles. That’s been the case since the 1990s. Today it’s almost
exclusively digital and networked systems on board. What’s
new is that the vehicle now communicates with the outside
world as well. That’s the digitalization that one hears so much
about today and the customer experiences. Our goal is to meet
the customer in their digital lifestyle, bring them along and
provide them with a useful benefit through our product.
Joachim Bischoff
At its core, today’s digitalization is charac-
terized by massive increases in transmission rates and comput-
ing power, ever-rising storage capacity and ever-smaller chips.
Those are the factors that enable what we understand as
digitalization.
Is the impact of digitalization mainly a question of cus-
tomer perceptions?
Dr. Zöller
Beyond the digitalization perceived by the custom-
er, there are also fundamental impacts on our company and
our processes. We have to be mindful of digitalization in our
development processes and take more cues from the software
industry, adjust our speed and think beyond where we are

today—beyond the vehicle as we have known it to date. That
is the overall digital experience perceived by the customer.
Bischoff
Precisely these two components, the internal and
external, are essential for our future success: digital internal
processes that enable an unparalleled customer user experience.
How well is the automotive industry prepared for these
changes?
Dr. Zöller The industry is actually better prepared for the situ-
ation than is generally assumed or in many cases communi-
cated in the media. Vehicle development has been using various
digital processes for quite some time. Take numerical simula-
tion, for example. Beneath the sheet metal and in the develop-
ment process, vehicles have been digital for a long time; it’s
just not necessarily perceived by the customer as digitalization.
Bischoff
The complexity that one has found in the vehicle for
the past ten years is astounding. Take the multimedia system,
for example. Here the networking of various functions has been
in place for some time. Then there is the capability of integrat-
ing such complex systems in the vehicle environment, including
vehicle functions like the drive unit control system. ›
Interview by Peter Weidenhammer; photos by Steffen Jahn

“We concentrate particularly on
functions and services that are
characterized by our core competencies
and brand-specific characteristics.”
So the question can be posed: is it easier for a software com-
pany to build a car, or a carmaker to develop software?
Dr. Zöller
What’s really new is that we’re going beyond the
vehicle, competing with other players and having to meet new
requirements. Earlier, the competition was other vehicle man-
ufacturers. Today, the competitor might be an IT company,
and the customers expect functions in the vehicle that a start-
up has only recently brought to the market.
To what extent does digitalization change the traditional
business models of OEMs?
Dr. Zöller
They will change quite significantly. Enablers, as
they are known, foster a new kind of product substance
within and outside of the vehicle. One such enabler is over-
the-air technology. It makes it possible to transmit software
via the air interface, in order to update customer vehicles, for

example. This not only allows us to ensure a continuously
current status for the vehicle, but also opens up new options
in terms of customization. For example, we can offer the cus-
tomer additional and perhaps time-limited services and func-
tions for a fee as on-demand functions.
What would that look like in practice?
Dr. Zöller
Today we’re used to selling a vehicle and thereby
gaining an immediate profit from the sale. In the future, we
will have to assume that the customer is not paying the invest-
ment sum in its entirety for the vehicle purchase itself, but
over the entire ownership period. What that means is that we
will have to continuously add new functions and features over
the lifetime of the vehicle. We call it the “car for life” concept
and expect it to bring about significant changes for our pro-
cess worlds and the customer experience.
What does it mean for the customer?
Bischoff
The mobility experience is expanding. For the cus-
tomer, this will open up completely new opportunities in
terms of vehicle use, for instance through car-sharing concepts,
and make additional services available on-demand.
Dr. Zöller In the future, successful OEMs will be characterized
by their ability to strike a balance between new business fields
and their traditional activities, because the conventional re-
quirements of vehicles will remain in place as well. And what
especially applies to Porsche: a sports car has to be a sports
car in the future as well.
What does the digital Porsche product world look like
in 2025 from your perspective?
Dr. Zöller
Selling vehicles remains the top priority. However,
we will increasingly enable and offer more services and service
packages as additional products to customize the vehicles.
Dr. Rolf Zöller

19
DIGITALIZATION
Customers can expect an overall package specially designed
for them and therefore unique. In short: we create a personal
ecosystem for customers through which they can continu-
ously stay in contact with their cars, the enhanced functions
and the company in every conceivable way.
What themes is Porsche focusing on in particular?
Dr. Zöller
We concentrate particularly on functions and ser-
vices that are characterized by our core competencies and
brand-specific characteristics. This would include, for exam-
ple, functions like the already available Porsche Track Preci-
sion app, which allows detailed display, recording and analy-
sis of driving data on a smartphone for closed courses outside
the public traffic environment.
Bischoff
Chassis functions could also be enhanced through
new features: if customers want to drive more dynamically
on certain stretches of road, they can specifically condition
the vehicle setup for that using special data made available
for that purpose.
Dr. Zöller We also regard the topic of premium parking for our
customers as very important. In dense traffic in urban areas,
it’s always a great advantage to have assistance of any kind
when it comes to parking. Our objective is always to focus on
the Porsche ecosystem and its further development as a whole.
What role do separate organizational units at Porsche
such as Porsche Digital GmbH, the Digital Lab and Porsche
Engineering play in the context of the digital transformation?
Dr. Zöller
They enable us to have an efficient and targeted
focus on the various different development phases while si-
multaneously broadening our horizons. Porsche Digital
GmbH steers the early phase. They develop strategies and
evaluate product ideas, derive business cases and customer
experience on that basis and determine which partners ›

21
DIGITALIZATION
Dr. Rolf Zöller (50)
After concluding his studies in electrical engineer-
ing and physics at the Mannheim University of
Cooperative Education and the Technical Univer-
sity of Darmstadt with a doctorate specializing
in numerical modeling, Dr. Zöller worked in
software development for mechatronic systems for
over ten years with Carl Schenck AG. From 1998
to 2001, he directed software development for
high-end multimedia systems at Siemens VDO. In
2001, Dr. Zöller joined Porsche as the director of
the software team in the electronics development
department. Since 2016, he has been responsible for
the areas of infotainment, Connected Car, HMI
and software development.
Joachim Bischoff (56)
After his studies in communications engineering
at the Karlsruhe University of Applied Sciences,
Joachim Bischoff began his career as a software de-
veloper with Nokia in Pforzheim. He subsequently
worked for Harman Becker in various roles—first
as the director of software development and con-
cluding as Vice President of product development.
In 2010, Bischoff joined Porsche Engineering as
the director of the system development technical
discipline and has headed the digitalization depart-
ment since August 2016.
would be most suitable for implementation. The Digital Lab
takes care of bringing methods and technologies to maturity
and thus advances the tools and processes for the digitalization
projects. We see Porsche Engineering as an integral component
for series development at the Weissach Development Center.
That applies both to the software and its integration into the
vehicle and ranges from the design of prototypes to tests and
ultimately validation. Across all of these issues, we collaborate
closely and do so with great effectiveness and efficiency.
With increasing digitalization, security aspects play an in-
creasingly important role. How do you approach this challenge?
Bischoff Security has always been an essential component of
vehicle architecture at Porsche. Traditional vehicle safety with
regard to theft and manipulation is now being expanded to
include IT security. We regard this as an ongoing theme that
is not concluded with the development and delivery of the
vehicle but which requires continuous further enhancement.
To this end, we’ve established departments, we engage IT and
security experts and we work with established partners from
the field.
Dr. Zöller
The over-the-air interface has a key role here: On
the one hand it has to be secured against outside attacks, but
also enables continuous enhancement of the vehicle’s security
through updates—just like with a smartphone. So we ensure
the security of the vehicle long after delivery to the customer.
With rising data diversity and volumes, how do you handle
data evaluation and the issue of data protection?
Dr. Zöller
We take both issues very seriously. From the very
beginning we’ve firmly anchored data protection in our Con-
nected Car organization. In all products, protecting privacy
is part of the fundamental design. It’s important that custom-
ers know what happens with their data and when what data
is used. Privacy modes ensure that no data is transmitted if
the customer wishes it not to be. We go much further than all
of our competitors in the respect.
What can the data obtained with consent be used for?
Dr. Zöller We have a lot of ideas that concern our core product.
How anonymized data from the vehicle fleet, for example, can
help us make our vehicles even better. Or the fact that it en-
ables us to generate a highly precise map for real-time traffic
notifications. Such data will also play a major role in enabling
autonomous driving by providing a lane-specific representa-
tion of reality that is up-to-date. This data, by the way, is
anonymized in the vehicle before being transmitted.
Bischoff How the data is used and who has access to it will
also depend on the individual functions. If a vehicle is block-
ing a route and is behind a ridge, it would be morally repre-
hensible to make that data available only to cars of the same
brand. Such safety-relevant data would certainly be ex-
changed between the different brands. Where it gets more
restrictive is with data for Porsche-specific functions. They
may not be of any interest to other manufacturers, but they
are all the more important for high-performance sports cars.
And a Porsche will always remain a Porsche. n

Every manufacturer develops systems and products to enhance the connectivity between the
driver, the vehicle and the world outside. Connectivity is therefore becoming an increasingly

major issue in the automotive industry. The pace of this development, and increasingly important
functions, present new challenges for testing, testing procedures and test benches. Porsche has

developed a solution that utilizes automated procedures to save valuable development time.
By Jochen Spiegel, Stefan Jockisch and Thomas Pretsch
Connected and Flexible
Automated testing procedures
for connectivity enhancements

23
DIGITALIZATION
Porsche Connect links drivers and vehicles with the mobile
internet. Intelligent apps, functions and services enhance the
individual benefits of all Porsche models. At the core of Con-
nect are more than 20 services and apps for navigation and
infotainment as well as the querying and control of vehicle
functions. Almost all can be easily purchased and set up via
the internet.
Porsche Connect encompasses numerous different compo-
nents. The central components are the vehicle itself, with its
connected control devices, and the vehicle’s own mobile com-
munication interface. The interface sends vehicle data via a
group-developed air interface to the group’s centralized mod-
ular backend system (MBB), which stores the data for later
use, for example in the customer’s app, and returns any com-
mands to the vehicle. The backend, in turn, is connected to
various cloud services that provide information for display in
the vehicle. The customer’s terminal device, such as a smart-
phone with the Porsche Connect app, communicates directly
with the vehicle’s infotainment system.
Porsche e-hybrid models, for example, already offer access to
the engine-independent heating system and the possibility of
programming a charging timer via internet or mobile connec-
tions. Future generations of hybrid and electric vehicles from
Porsche will benefit even more from connectivity. The intel-
ligent home energy management systems and charging sta-
tions for users’ electric vehicles will be conveniently configured
and controlled from one’s living room. Using Porsche Connect,
in the future it will be possible to prepare drives with an elec-
tric vehicle in optimal fashion, reducing travel time to a min-
imum by utilizing range information, predictive traffic infor-
mation and information regarding rapid charging stations
along the route.
Yet the increasingly complex interweaving of physical and
digital functions also leads to a collision of drastically diver-
gent speeds in the development process—which requires a
re-thinking of the entire value chain from the concept to the
delivery of the finished vehicle.
Different life cycles and development times
With an average duration of four years, the development time
for vehicles ranges somewhere between that of smart home
systems on the one hand and the extremely fast-paced mobile
phone sector on the other. While the most widespread home
automation and networking systems have usually been in
service for over 16 years, the life cycle for smartphones and
tablets is just around one to two years. The only thing more
rapidly developed and enhanced is smartphone apps. The
requirements for the design and scope of functions of the apps
are sometimes redefined by the market multiple times per year.
So while the hardware in the vehicle at the moment when
production begins may be at a different stage of development,
the vehicle software used in it and the connected IT systems,
with their frontends of apps and portals, always need to be
absolutely up-to-the-minute. Then there is the demand for
updateable functions in the vehicle in consideration of privacy
and IT security concerns. The development of a vehicle there-
fore no longer ends with the start of production. As the com-
ponents outside of the vehicle—such as the smartphone app
communicating with the vehicle—are continuously being fur-
ther developed, new requirements are likewise continuously
being placed on vehicle development function testing as well.
Conventional development processes and methods have to be
adapted and expanded to ensure compliance with customer
requirements and expectations, as well as industry specifica-
tions. For such a complex interplay to succeed, the use of the
new software tools is indispensable. Establishing a test ›
Porsche Car Connect app with
E-Mobility functions

automation apparatus for validating the proper functioning
of the vehicle and IT components in the early phase of the
project lays the foundation for the regressive test cycles down
the line. Moreover, this also makes it possible to largely com-
pensate for the various development and life cycles.
Connectivity demands new approaches in testing
The method of end-to-end regression tests serves as an effi-
cient and useful variant for the functional and non-function-
al validation of connected services. The focus of this quality
assurance procedure is on the entire chain extending from
the vehicle via a backend to various user interfaces such as a
browser-based customer portal or a smartphone app. The
prerequisite for automated tests of services via their con-
nected systems are procedures that enable interactions with
all components without manual assistance. The integration
of a web-based user interface is achieved by expanding the
previous test infrastructure and environment. This makes it
possible to define functions in the test environment that oper-
ate the interface in an automated process.
The automation of user interfaces involves developments that
need to be specifically adapted to the visualizations. The first
step in that process is to generate samples that describe user
behavior for a defined service function. In complex cases, this
sample can be mapped using an activity diagram. Once the
user behavior has been recorded, implementation follows.
This requires the unique identification of every web element
with which interactions via the interface take place. This can
be a button that is pressed, or a text field into which a string
of characters it supposed to be entered.
Stable solution for adaptable test concept
Changes to the web-based visualization can therefore also
necessitate changes to the automation. Here, things hinge on
the development of a stable solution that still uniquely iden-
tifies and operates elements even when the user interface is
changed. Thus an automated test cycle can be used to check
whether the changes lead to adverse impacts on the maturity
of the service.
The creation of a plateau plug-in is ideal for the integration
of the solution in the test environment. The middleware ar-
chitecture of this plug-in enables remote activation of the
website automation. The option of using plateau plug-ins
emerges from the establishment of a centralized solution for
test benches in the connected car field. The execution of the
website automation runs on an independent device in the
Porsche network on the basis of the Selenium framework.
Also, a detailed log is generated by the server solution.
The architecture of the concept for website automation enables the centralized
and location-independent use of the server by multiple test benches.
Service
manager
Service
manager
Service
manager
Service
manager
Website
automation PC
Plateau plug-ins
Test bench PC
Test environment
Test bench PC
Test environment
Test bench PC
Test environment
Porsche
customer portal
Other
websites

25
DIGITALIZATION
New websites or new content on existing websites can be in-
tegrated via an extension interface. The operations of the
additional interface are implemented for every automation
and then dynamically accessed by the server. The access con-
cept and the use of centralized databases allow the simple
connection of new websites to be automated. The system also
offers a means of automating multiple websites in parallel that
can be scaled to the number of test benches.
Server enables parallel and time-saving testing
The rapidly expanding scope of functionality in the area of
vehicle connectivity and the concomitant rise in the need for
testing in turn require ever more test benches. Through the
integration of the server, this concept offers the possibility of
conducting simultaneous automation of multiple websites and
thus productive testing. The use of centralized databases that
enable a reaction to changes without recompiling the automa-
tions ensures the desired adaptability. The use of proven tech-
nologies, meanwhile, secures the long-term stability of the
service. This requirement is relevant, particularly in the field
of automated testing, as operations frequently need to be
maintained without interruption for many hours. The exten-
sive logging also provides a wealth of information about the
process of each automation. This information can be used to
analyze the results and provide the degree of detail required
to trace the actions of the executed processes. Among other
things, screenshots that capture the contents of a website in
the event of erroneous behavior support error analysis.
In addition to this solution for website automation, Porsche
engineers also continue to use a comparable concept for con-
tacting mobile devices. The concept is based on a web server
that communicates
through a REST API (Representational
State Transfer Application Programming Interface) and has
implemented the WebDriver interface. The implementation of
the WebDriver interface is based on the one from
Selenium,
which is also used for website automation. The Selenium im-
plementation has been enhanced for use on smartphones. The
web server receives commands from a client that contain de-
fined user interactions. Depending on the respective smartpho-
ne’s platform, the commands are executed by UIAutomator
(Google) or UIAutomation (Apple). The results are then sent
back to the client as HTTP responses.
These productive procedures create a basis for automated
regressive testing of newly developed services—for instance
networked charging control—in a manner that is as close to
the customer experience as possible, thus saving valuable
development time.
Development continues even after production begins
Development processes will also have to adapt to new requi-
rements. Among other things, this means stronger networking
of various portfolios such as development, IT and sales, par-
ticularly with regard to coordinating the relevant develop-
ment and validation activities. As has already been said, the
development of these networked systems no longer ends
when the vehicle goes into production, but is a continuous
process. n
New websites and sequences
of interactions can be directly
connected to the intended
extension interface without
adaptation on the server.
uses implements
implements implements
Interface
Public interface of the server
Interface
Extension interface
Automated
interactions 1
Automated
interactions 2
Automated
interactions n
Server
plateau plug-ins

In the Fast Lane
Sports cars meet commercial vehicles: Porsche Engineering developed a completely
new driver cabin module for the Swedish commercial vehicle manufacturer Scania.

Designed for changed legal requirements, effective production methods and the fulfillment
of a broad range of customer requirements, the cabin system unites the collected expertise
from both sports car and commercial vehicle development.
By Peter Weidenhammer, Tobias Haffner and Helmut Fluhrer; illustrations by Scania
A new cabin generation for Scania

28 CUSTOMERS MARKETS
The clocks run differently in the com-
mercial vehicle sector. The product cycles
are much longer and the mileages are
very much higher than in the passenger
vehicle sector. Scania, one of the world’s
leading manufacturers in the premium
commercial vehicle sector, offers a vehi-
cle generation for roughly 15 years.
That’s approximately double the model
lifetime compared to the passenger ve-
hicle sector. The use profiles are even
more distinct. A commercial vehicle gen-
eration covers a diverse range of uses,
from construction site transporters for
difficult distribution to delivery trucks
and long-haul tractors whose total mile-
age can easily reach several million kilo-
meters. As such, not only the number of
chassis variants but also the number of
cabin variants in particular are accord-
ingly higher. On the other hand, the
number of units produced also differs
significantly between the two vehicle
worlds. With 70,000 to 80,000 units per
year, Scania produces significantly less
than volume car manufacturers.
And yet there are also certain similarities
between the Swedish commercial vehicle
manufacturer and the Swabian sports car
developer: both meet premium standards,
both utilize high technology and both
invest in innovation and efficiency. So it
Overview of Scania models from 1968 to 2016
was not too much of a stretch for Scania
to turn to Porsche Engineering. “Porsche
Engineering has the advantage of being
directly connected to the automobile
manufacturer Porsche. Their explicit
awareness of customer requirements and
understanding of the peripheral issues
that play a role in completing the job
economically are hugely beneficial in our
project work,” said
Dr.-Ing. Harald
Ludanek, the former
Executive Vice Pres-
ident for Research and Development of
Scania in an interview with Porsche En-
gineering Magazine (Issue 1 / 2013).
Driving forces: stricter legal
requirements and growth
The content was not solely the develop-
ment of a completely new cabin genera-
tion, but also of the associated produc-
tion process. At the top of the agenda
was the fulfillment of future legal re-
quirements, and with an appropriately
long-term perspective in view of the long
product cycles. In order to ensure that
the new vehicles would be able to com-
ply with emissions thresholds over the
long term, the cooling capacity had to
be significantly increased. Yet larger heat
exchangers and air intakes were also as-
sociated with major interventions in the
design and bodyshell. More stringent
requirements for the brakes required a
shift of the front axle toward the front
of the vehicle and thus a different cabin
geometry. For a better view, the position
of the driver was moved forward and
toward the door. The third focal point
in the area of legal standards was the
fulfillment of foreseeable requirements
in terms of crash safety through a stron-
ger bodyshell. Moreover, the new truck
generation from Scania is the first in this
vehicle segment to feature a side curtain
airbag for roll-over crashes.
As a strongly customer-oriented manu-
facturer, Scania also had some demand-
ing objectives of its own. The priority
was on solidifying its leading position in
the premium segment.
Scania stands for
performance. For commercial vehicles,
the primary focal points are reliability,
economical fuel consumption, long ser-
vice life, low repair and maintenance
costs and powerful engines. Scania
wanted to reinforce its premium posi-
tioning in order to continue setting new
standards in the commercial vehicle sec-
tor. The company also wanted to create
the conditions for growth, including
into new customer segments, through
shorter life cycles, faster market launch-
es and additional cabin variants.
New BIW
0-series 1-series
New BIW
2-series
New BIW
4-series
R-series
G-series
(2008)
P-series
R-series
G-series
P-series
Streamline
R-series
G-series
New BIW
New Generation
S-series
R-series
3-series
1968 1974 1980 1988 1995 2004 2009 2013 2016

CUSTOMERS MARKETS 29
Steels of various strengths are used.
Industry-leading aerodynamics was one of Scania´s goals during the development process.
Development period: six years
The project was devised to encompass
four phases over six years. The concept
phase began in late summer 2010 and
transitioned to the development phase
the next year once the design was deter-
mined. Prototypes were available from
2012 onwards and at the same time in-
tensive testing scopes as well as the de-
tailed design of the new production

facilities started. The final phase, one-
and-a-half years later, was implementa-
tion with a production start in mid-
2016. A steering committee consisting
of technical experts from both project
partners coordinated the core develop-
ment areas, such as design and calcula-
tion, technology, production, NVH,
prototypes, testing and project manage-
ment. This organizational structure
simplified the process of unifying the
development processes.
Some features, such as the highly devel-
oped simulation procedures of Porsche
Engineering, resulted in time savings.
The tilting of the cab, for example, while
necessary to access the engine of the
truck, leads to high stresses to the cab
structure during lifting and lowering of
the cab. Every change to the tilting axle,
then, necessarily influences the weight
distribution and thereby the structural
design and crash behavior. Through sim-
ulations, the design could be adapted to
the changes relatively quickly and tested
with regard to its behavior under loads.
When it comes to the exterior, Scania
has given top priority to aspects relating
to aerodynamics and, consequently, ›
High-strength steel
Ultra-high-strength steel

Bodyshells of the Scania truck cabins
at Weissach Development Center Photo by Jörg Eberl

fuel consumption. Every surface, at the
front as well as along the sides of the
vehicle and, indeed, even below the ve-
hicle, has been optimized for minimum
drag. All clearances and tolerances have
been minimized. Good aerodynamics
also helps cut noise levels both inside
and outside the vehicle, as does the

generous use of noise- and vibration-
absorbing measures, like carpets and
expanding damping materials in vari-
ous cavities.
Challenge: simultaneous development
of 24 cabin variants
One of the greatest challenges in the
project was the simultaneous develop-
ment of 24 cabin variants in a modular
system. The primary differences at Sca-
nia are in the floor type, length and roof
type. Added to this is the distance to the
chassis depending on the use, which has
a major impact on the design. Three ex-
Cab matrix of Scania including four cabins
of the new truck generation
amples: for a long-haul tractor unit, the
view and the preservation of the driver’s
well-being are key. Moreover, the cabin
doubles as a living and sleeping space,
meaning that spacious and comfortable
quarters with a high driver position are
of the essence. For urban vehicles with
many stops, by contrast, multiple steps
to the driver cabin are time-consuming
and tiring. Trucks for waste disposal
therefore have low boarding heights.
Construction site
vehicles range some-
where in between the two extremes de-
pending on the difficulty of the terrain,
but require extremely robust designs in
any event. The cabin matrix from Scania
is therefore divided into different cabin
levels over the chassis with variations in
roof heights and cabin lengths.
“The challenge is creating a flexible range
of cabs that can, without compromise,
offer the right solutions and right func-
tionality for all applications and needs,”
says Göran Hammarberg, Head of Cab
Development at Scania. “Despite the fact
that needs can differ radically in differ-
ent driving situations and assignments,
our goal is for all drivers to be able to
feel confident that no one else can offer
a better solution for their particular
truck and the conditions they work in.”
With their expertise in the development
of decidedly stiff and light body struc-
tures, the Porsche engineers designed a
cabin body utilizing steels of various
strength levels. While Scania had previ-
ously used mild steels without hot stamp-
ing, the new cabin generation also uses
modern high- and ultra-high-strength
and hot-stamped alloys. The A-pillars
are made of hot-stamped boron steel, for
example. The extremely high strength
enables a leaner and lighter design, offer-
ing both enhanced crash safety and a
better view for the driver simultaneously.
The use of roll forming profiles en-
ables high flexibility in component ›
L: Low
N: Normal
H: High
Length 14 17 20
New Generation
Low-entry
Crew
Cab
Long
Crew
Cab
28 31
Roof
S series
L LN LN LN
L N H
R series
G series
P series
L series

32 CUSTOMERS MARKETS
production of the modular assembly
system. For example, the production of
same-type components of various
lengths requires just one tool, which
results in greater flexibility and time
and cost savings in contrast with using
several different tools in the classical
deep-drawing process.
New production method: spot-weld
bonding and laser brazing
Alongside the modern manufacturing
methods in component production,
with its new cabin generation Scania
also introduced new bonding technolo-
gies to its production process. In the
floor and front areas, the spot-welding
is fortified through the additional ap-
plication of high performance crash-
type structural adhesive. This leads to a
huge improvement on fatigue, crash
and stiffness performance. The use of
the adhesive enhances the already ex-
emplary durability of Scania commer-
cial vehicles even further.
In joining the exterior roof components,
the commercial vehicle manufacturer is
using laser brazing for the first time. The
Example of modular build of roof with roll-formed profiles
advantage of the procedure: the quality
of the brazed seam obviates the need for
the PVC seal that was previously neces-
sary in those areas. Applied in the visi-
ble areas of the cabin exterior shell, it
also improves the cabin appearance.
However, the method does require high
dimensional accuracy of the roof exte-
rior components as well as their precise
positioning. If the gaps
between the ele-
ments are too large, the filler wire falls
through. In this optimization of the re-
spective production method, the exper-
tise of Porsche played a key role.
The improved comfort of the new cabin
generation also included further en-
hanced insulation against chassis noise
achieved through foaming components
within the pillars of the cabin bodyshell.
Bulkhead components with expanding
foam are used. After painting they ex-
pand in the drying furnace and thus
attain their sealing function.
The first four main cabin variants of the
new Scania cabin generation have been
in series production in Oskarshamn,
Sweden, since summer 2016. All further
variants will be launched successively.
The new body shop assembly process
involves 283 robots, which can produce
up to 350 cabin bodyshells per day. The
production facility is designed to accom-
modate both growing demand and an
expansion of the model range. In addi-
tion to the body assembly line in Oskar-
shamn, the new cabin generation will
also be produced at Scania’s plant in São
Paulo, Brazil.
Successful collaboration
Through the efficient collaboration with
Porsche Engineering, Scania is prepared
to respond to changing circumstances in
the commercial vehicle sector that might
come up with regard to legal require-
ments or technical efforts in efficiency,
quality and safety. The project also es-
tablished quality-enhancing and cost-
reducing processes in cabin production
that will continue to benefit the com-
pany well into the future.
Scania approaches the future very well
prepared to meet the demanding and
exacting requirements of the commer-
cial vehicle market and to position itself
as the segment’s leader in quality and
innovation. n

Truck of the Year
Scania’s new truck range has been voted

International Truck of the Year for 2017. At
the 66th IAA Commercial Vehicle Show, a
jury of 25 commercial vehicle editors and
senior journalists, representing 25 major
trucking magazines from throughout Europe,
chose the all-new Scania S series for the pres-
tigious award. The jury’s motivation empha-
sized the new truck generation’s driver com-
fort, safety aspects and its positive impact on
haulers’ overall economy, among other fac-
tors. Summing up the jury vote, Internation-
al Truck of the Year Chairman Gianenrico
Griffini commented: “Scania delivered a
truck that represents a real ‘state-of-the-art’.”
Welding in a Scania production plant in Oskarshamn, Sweden

35
TRENDS TECHNOLOGIES
vent a short circuit. Separators are frequently made of micro-
porous plastics like polyethylene. They can also be stabilized
by ceramic particles. The pores in the electrodes and the sepa-
rator are saturated with an electrolyte that serves as a lithium-
ion conductor. Solutions of organic carbonates—for instance
ethylene carbonate—and a conductive salt such as lithium
hexafluorophosphate are commonly used as electrolytes.
Immediately after assembly, a lithium-ion cell is in the un-
charged state, i.e. all available lattice sites in the cathode ac-
tive material are completely occupied by lithium ions. If the
cell is charged, lithium ions move from the cathode through
the electrolyte to the anode. There, the lithium ions are in-
serted into the anode structure. This process is also known
as intercalation. To balance the charge, electrons flow from
the cathode to the anode by means of the connected energy
source. When discharging, the exact opposite process takes
place, and the electrons and lithium ions move back in ›
Design and manner of functioning
A battery system is generally comprised of multiple mod-
ules, which in turn are made up of individual battery cells.
The main components of a battery cell are the anode and the
cathode, the separator, the electrolyte and the cell case. The
electrodes consist of a thin metal foil (current collector) coat-
ed with an electrode film. In the case of lithium-ion cells, the
aluminum foil of the cathode is frequently coated with an
electrode film based on transition metal oxides such as lithi-
um nickel manganese cobalt oxides. The anode typically
consists of a copper foil coated with a graphite-containing
electrode film. The porous electrode films consist primarily
of the active material and to a lesser extent of conductive
carbon additives and polymeric binders.
The two electrodes are electrically isolated from each other by
the separator—a semipermeable membrane—in order to pre-
The electrification of vehicles presents engineers and scientists with new challenges.
Even more than the electric motor, the battery system plays a key role. The most widespread
technology in use today is the rechargeable lithium-ion cell. Its functional principle allows
various different structural designs and properties. Only a precise knowledge of fundamentals
and solution approaches enables targeted further development for use in electric vehicles.
By Dr. Stefanie Ostermeyer and Tim Schmidt
Blueprint for
a Success Story
The lithium-ion cell as the modular
component for battery systems

36 Porsche Engineering MAGAZINE TRENDS TECHNOLOGIES
the direction of the cathode. This back and forth of the
lithium ions between the two electrodes is also known as the
“rocking chair principle.”
The first time a lithium-ion cell is charged, a surface layer
forms on the anode. The formation of this so-called SEI (
solid
electrolyte interface) layer is an inevitable and irreversible
process, which results in the loss of lithium ions. However, a
stable SEI protects the anode structure against destruction.
Further development of the materials for lithium-ion cells
Fundamentally, five criteria are in the focus of the further

development of lithium-ion cells: safety, lifetime, power, cost
and energy. Increasing the cell energy is crucial here in order
to fulfill the significant demands with respect to the driving
range of electric cars at the lowest possible mass volume of
the battery. The energy is the product of the average cell

voltage U and the cell capacity Q (E
=
U
x
Q). In relation to
the cell mass or cell volume, one speaks of the specific

energy (Wh
/
kg) or the energy density (Wh
/
l). To increase
How lithium-ion cells work
Flow of electrons
these two values, specific core materials are further devel-
oped and optimized.
Cathode active materials
The list of cathode active materials is extensive. One important
substance class is the transition metal layer oxides (see figure
on page 37), with
lithium nickel manganese cobalt oxides
(NMC) prominent among them. NMC-111, for example, has
already proven effective in commercial lithium-ion cells in the
automotive sector. However, building electric cars with high
driving ranges requires cathode active materials that enable
higher specific cell energies, which is fueling a spike in the
prevalence of nickel-rich NMC materials with high reversible
capacities on the market. NMC-622 has recently become avail-
able for auto
motive lithium-ion cells. Moreover, the optimiza-
tion of the cathode active material NMC-811 is in progress.
Generally, the higher the nickel content, the higher the cell
energy, but the cyclic stability of the respective lithium-ion cells
declines. Nevertheless, nickel-rich NMC materials have great
potential and will presumably be used in cells for automotive
Lithium-ion current
Anode (–)
Cathode (+)
Discharging
Separator
Electrolyte
Charging

c
b
a
C = 0.67 nm
C = 0.67 nm
37
TRENDS TECHNOLOGIES
battery systems in the near future. Lithium nickel cobalt alu-
minum oxide (NCA) has been commercially available for quite
some time and already powers electric vehicles on the road
today. At temperatures over 40
°C, however, cells with NCA
demonstrate a shorter cycle life and a lower current rate capa-
bility compared to nickel-rich NMC materials.
Recently, two new cathode active materials promise a signifi-
cant increase of the specific cell energy: on the one hand,
lithium-rich NMC materials and on the other hand high-
voltage spinels. However, both materials are still in the re-
search phase and will require significant optimization. Fur-
thermore, sulfur is being investigated as a cathode active
material, due to its low costs and high specific capacity (
energy
per gram sulfur). Nevertheless, compared to conventional
lithium-ion cells, lithium-sulfur cells have a significantly low-
er energy density (energy per cell volume).
Anode active materials
At present, primarily graphites (figure at bottom right) are
used as anode active materials. Generally, three graphite types
are applied in lithium-ion cells. MCMBs (mesocarbon micro-
beads), synthetic or natural graphites. All three graphitic
carbons have comparable specific capacities and thus enable
similar specific cell energies. MCMBs are spherical particles.
They provide very good cycling characteristics, but are rela-
Structure of transition metal oxides
(blue: MO6 octahedron; gray spheres: lithium ions)
Structure of graphite
tively expensive. Hence, mainly natural and synthetic graph-
ites are used in lithium-ion cells.
In the context of further improving the specific energy of cells,
silicon is increasingly moving in the focus of research as an
anode active material as it has a specific capacity roughly nine
times higher than that of graphite. However, during the inser-
tion and extraction of lithium ions, massive volume changes
of the silicon particles take place which adversely impact the
cycle life. For this reason, electrodes that exclusively use pure
silicon as the active material have not, to date, been applied
in commercial cells. One possible way to increase the cell
energy while minimizing volume changes is the use of silicon-
carbon composites with pure silicon contents of just 5 % to
20 %. They are promising candidates to significantly increase
the specific energy of lithium-ion cells, but still have to be
sufficiently optimized.
From an energetic point of view, metallic lithium, as the light-
est solid element in the periodic table, represents the ideal
anode active material since it provides the highest specific
capacity. This characteristic is advantageous in non-recharge-
able, commercial lithium cells. In the case of rechargeable
lithium-ion cells, however, severe problems occur in combina-
tion with liquid, organic carbonates. The SEI that forms on
the lithium metal surface is not stable. This leads to a constant
consumption of electrolyte and lithium. Moreover, when
the lithium is redeposited on the metallic anode surface, ›

38 Porsche Engineering MAGAZINE TRENDS TECHNOLOGIES
needle-like structures can form. These lithium “dendrites”
represent a major safety problem because they can grow
through the separator and cause an internal short circuit in
the cell. Currently, research is being done to replace liquid
electrolytes by solid electrolytes to enable lithium metal to be
used as the anode active material in an all-solid-state cell.
Thinner separators for higher energy densities
As already mentioned, currently mainly separators made of
polyolefins, which are in some cases stabilized by ceramic par-
Various designs of lithium-ion cells: A Cylindrical cell, B Prismatic cell, C Pouch cell. The cells were manufactured
by VW-VM Forschungsgesellschaft mbH Co. KG, a joint venture of Volkswagen AG and VARTA Microbattery GmbH.
A Cylindrical cell B Prismatic cell C Pouch cell
ticles, are used in commercial lithium-ion cells. The trend here
is towards thinner separators ( 20 µm) for the development of
high energy cells. In all-solid-state cells, the classic separator
should be completely replaced by a very thin layer of solid
electrolytes. By this way, higher energy densities could be gained.
Broad spectrum of development in the field of electrolytes
Nowadays, lithium-ion cells for the automotive sector use
solvents such as organic carbonates in which a conductive
salt is dissolved. These components determine the main prop-
Cell case
Separator
Electrolyte
Al
Cu
Cathode active material
Anode active material
Electrolyte
Cell case
Cu Al
Separator
Electrolyte
Compound foil
Al
Cu
Separator

39
TRENDS TECHNOLOGIES
erties of the electrolyte, such as the ionic conductivity. Low
amounts of additives can further improve the adaptation to
the cell chemistry of the lithium-ion cell. Currently, work is
under way on new electrolyte formulations for high-energy
active materials, although major challenges, including elec-
trochemical stability over 4.2 volts, still have to be overcome.
At the same time, massive research efforts are being under-
taken in the field of solid electrolytes for an all-solid-state cell
with high cell energy. The big problem with pure solid elec-
trolytes is their low conductivity compared to liquid electro-
lytes. For this reason, initial efforts are focusing on partially
liquid concepts with ionic liquids, for example. While they
do not yet meet automotive requirements, solid-state cells
have a great deal of promise in principle.
Three common forms of the electrode-separator arrangement
For the electrode-separator arrangement in lithium-ion cells,
there are three different variants: cylindrical jelly rolls, pris-
matic jelly rolls or stacks (see figures on opposite page). These
are generally inserted into round or prismatic hard cases and
laminated compound foil housings.
In the case of cylindrical jelly rolls, a homogeneous contact
between the electrodes and the separator is ensured. Their
big disadvantage lies in the fact that the roundings cause a
high mechanical stress on the electrodes. Moreover, the
round electrode-separator arrangement manifests an unfa-
vorable heat distribution from the inside to the outside. Yet,
the good cell-interior density of this design enables high
energy densities. Cylindrical cells are frequently manufac-
tured in the 18650 format.
In contrast to round jelly rolls, prismatic jelly rolls exert less
total mechanical stress on the electrodes. In addition, they
have a better temperature distribution. The cell-interior den-
sity, however, is lower compared to cylindrical cells due to
the housing edges. A frequently used variant in the automo-
tive sector is the PHEV2 hard-case cell.
The stacked electrode-separator arrangement exerts the low-
est mechanical stress on the electrodes. The heat distribution
is also uniform and the contact between the electrodes and
the separator is homogeneous. Due to the separator over-
hang, the interior density of this cell type is a little lower
than with cylindrical jelly rolls. Moreover, the production
speed is slower compared to the winding technique. The
right-hand figure on the opposite page shows a pouch cell
with a stacked electrode-separator arrangement for the use
in electric vehicles.
Safe and light cell housings are still contradictory
Regarding the cell housings for the above-mentioned elec-
trode-separator arrangements, hard cases have the advantage
over compound foils that the side walls are highly resistant
to deformation. Moreover, a CID (current interruption de-
vice) can be integrated as a passive safety element. The CID
is activated when high pressure forms within the cell and cuts
the connection between the electrode and the external pole
of the cell. Consequently, the lithium-ion cell is deactivated
before a critical state emerges. However, the production of
hard cases is complex and expensive from a technical stand-
point due to the number of components. In addition, these
stable cell cases also have a high intrinsic weight, which has
a negative impact on the specific energy of such cells.
Compound foil-cell housings, by contrast, have a very low in-
trinsic weight and consist of substantially fewer components.
This makes it possible to achieve high specific energies. Due to
the flexible shape of pouch cells, however, the side walls are
easily deformable and penetrable. Mechanical stability is only
achieved through additional side walls in a module. Moreover,
laminated compound foil-cell housings cannot accommodate
passive safety elements.
Porsche expertise for the selection
of the best-suited lithium-ion cell
Lithium-ion cells are complex and very multifaceted systems.
The wide range of materials available for the various cell
components and the cell design are correlated with individ-
ual characteristics leading to different advantages and disad-
vantages in terms of safety, service life, output, costs and
energy. A precise understanding of the lithium-ion cell includ-
ing all chemical and physical processes is, however, the pre-
requisite for the selection of the most suitable cell for the
respective vehicle—whether it is a sports car or another ve-
hicle in which Porsche Engineering is involved in the develop-
ment process. n

PANAMERA 4 E-HYBRID SPORT TURISMO
Fuel consumption (combined): 2.5 l/100 km
Power consumption (combined): 15.9 kWh/100 km
CO2 emissions (combined): 56 g/km
PANAMERA 4 SPORT TURISMO
Fuel consumption (combined): 7.9–7.8 l/100 km
CO2 emissions (combined): 180–178 g/km
PANAMERA TURBO SPORT TURISMO
PANAMERA 4S DIESEL SPORT TURISMO
PANAMERA 4S SPORT TURISMO

PORSCHE UP CLOSE 41
There has been a strong addition to Porsche’s Panamera
family: in March of this year, the Panamera Sport Turismo
celebrated its world première at the Geneva Motor Show.
This consistent development of the Panamera model series—Panamera
Sport Turismo—is available in five different versions: Panamera 4, Pana-
mera 4S, Panamera 4S Diesel, Panamera 4 E-Hybrid and Panamera

Turbo. Based on the successful Panamera sports saloon, the new version
once again makes a profound statement in the luxury segment with its
unmistakable design. At the same time, the Sport Turismo, with up to
404 kW (550 hp), is more versatile than any other model in its class. With
a large tailgate, low loading edge, increased luggage compartment volume
and a 4+1 seating concept, the new Panamera model offers the perfect
combination of everyday usability and maximum flexibility. “For Porsche,
the Panamera Sport Turismo is a step forwards into a new segment, but
retains all of those values and attributes that are characteristic of
Porsche”,
says Michael Mauer, Director of Style Porsche. ›
Sporty
Addition
New body version in
the Panamera family

Proven technologies form the basis
From a technological and design perspective, the Sport Tur-
ismo utilizes all the innovations introduced with the brand
new Panamera model line launched only last year. These
include the digital Porsche Advanced Cockpit, pioneering
assistance systems such as Porsche InnoDrive with adaptive
cruise control, chassis systems such as rear axle steering, the
Porsche Dynamic Chassis Control Sport (PDCC Sport) elec-
tronic roll stabilization system, and powerful powertrains.
In addition, all Panamera Sport Turismo vehicles are
equipped with Porsche Traction Management (PTM)—an
active all-wheel drive system with electronically controlled
multi-plate clutch—as standard. As of the S models, adap-
tive air suspension with three-chamber technology is also
supplied as standard.
The design and concept of an all-round sports car
Just like the coupé-style Panamera sports saloon, the Sport
Turismo is characterized by its very dynamic proportions—a
perfect reflection of the Porsche design DNA. The vehicle is
5.049 meters long, 1.428 meters high and 1.937 meters wide,
while the large wheelbase spans 2.950 meters. The silhouette
is further characterized by short body overhangs and large
wheels measuring up to 21 inches. Beginning from the
B-pillars,
that is, from the start of the rear doors, the Sport Turismo fea-
tures a completely unique rear design. Above the pronounced
shoulder, an elongated window line and equally long roof
contour lend the vehicle its striking appearance. At the rear,
the roof drops away much less dramatically than the window
line, resulting in a prominent and distinctive D-pillar that
transitions into the shoulder section in a coupé-like fashion.
First adaptively extendible roof spoiler in the segment
At the top of the vehicle, the roof extends into an adaptive
spoiler. The angle of the roof spoiler is set in three stages de-
pending on the driving situation and selected vehicle settings,
and generates an additional downforce of up to 50 kg on the
rear axle. Up to a speed of 170 km/h, the aerodynamic guide
element—a central system component of the Porsche Active
Aerodynamics (PAA)—stays in its retracted position with an
angle of minus seven degrees, which reduces drag and thus
optimizes fuel consumption.
Above 170 km/h, the roof spoiler automatically moves to the
performance position with an angle of plus one degree,
thereby
increasing driving stability and lateral dynamics. When in the
Sport and Sport Plus driving modes, the roof spoiler auto-
matically moves to the performance position at speeds of
90 km/h upwards. The PAA system also provides active as-
sistance by adapting the roof spoiler’s angle of inclination to
plus 26 degrees when the panoramic sliding roof is open at a
speed of 90 km/h or above. In this case, the spoiler helps to
minimize wind noise.
Porsche E-Performance:

Panamera 4 E-Hybrid
Sport Turismo

PORSCHE UP CLOSE 43
Attractive interior design
The interior design also remains faithful to classic Porsche
principles. The center console ascends towards the front,
the analog rev counter is positioned in the middle of the
instrument cluster, and the dashboard is flat and conspicu-
ously wide. In between the compact gear selector is the
center console, which features touch-sensitive buttons for
direct access to the most important functions. The dash-
board incorporates a high-resolution 12-inch touchscreen
display.
Two high-resolution screens, one to the right and one to left
of the rev counter, display virtual instruments, maps, and a
range of other information. In conjunction with optional
four-zone automatic climate control and individual power
seats in the rear, the rear passengers also have a touchscreen
display of their own.
Three seats in the redesigned rear
The new Sport Turismo is the first Panamera to feature three
rear seats. The two outside seats take the form of individu-
al seats—in keeping with the model line’s claim to sporty
performance with maximum passenger comfort—thereby
producing a 2+1 configuration at the rear. As an option, the
Panamera Sport Turismo is also available in a four-seat
configuration with two electrically adjustable individual
seats at the rear.
The raised roof line of the Sport Turismo allows for easier
entry and exit at the rear of the vehicle and ensures greater
head clearance. The usability of the luggage compartment
benefits from the wide opening tailgate, which is electri-
cally operated as standard, and a loading edge height of just
628 millimeters. Measured to the upper edge of the rear
seats, the up to 520-liter storage capacity of the Sport Tur-
ismo (Panamera 4 E-Hybrid Sport Turismo: 425 liters) bet-
ters that of the sports saloon by 20 liters. When the vehicle
is loaded up to roof level and with the rear seats folded
down, the gains amount to around 50 liters. The backrests
of the three rear seats can be folded down together or indi-
vidually (in a 40:20:40 split) and are unlocked electrically
from the luggage compartment. When all of the backrests
are folded down, the loading floor is virtually level. In this
case, the storage volume is expanded to up to 1,390 liters
(Panamera 4 E-Hybrid Sport Turismo: 1,295 liters).
A luggage compartment management system is available on
request for the Panamera Sport Turismo. Among other
things, this variable system for secure transport includes two
rails integrated in the loading floor, four lashing points, and
a luggage compartment partition net. An optional 230 V
electrical socket can also be provided in the luggage com-
partment. n
Adaptive roof spoiler in the new
Sport Turismo model range

44 Porsche Engineering MAGAZINE ENGINEERING INSIGHTS
By Stefan Bender and Horst Plate
Porsche Engineering works with all types of mobility concepts. For roughly the past ten years,
that has increasingly meant vehicle concepts in the field of electromobility as well. The scope of
activities ranges from the expansion of existing platforms to completely new designs. Experience
shows that in vehicle concepts with electric drive systems, much, but not all, is different.
Automobiles of today are, funda-
mentally, the product of some 130 years
of continuous development, starting
with the horse-drawn carriage. Since
then, the center cell of passenger vehi-
cles has become established as the basis
for positioning the people, and the front
and rear areas for the drive unit, tech-
nology, energy store and a more or less
large compartment for carrying things.
What changes can be expected with the
transition to electromobility? In order to
answer this question, it is important to
know what a vehicle concept is and with
which important sub-concepts it can be
described. First and foremost, the objec-
tive of every vehicle concept is the opti-
mal accommodation of people as the
users of the vehicle. This aspect is de-
fined in the ergonomic concept. Based
on this concept, the vehicles are de-
scribed formally in terms of holistic geo-
metric relationships and thus assume
what is known as the dimensional con-
cept. As the shell, the dimensional con-
cept defines the space for the accommo-
dation of the people and components as
well as the vehicle design. In the package
concept, finally, the complete structural
space for all systems and functions is
specified and harmonized. An examina-
tion of these three concepts with regard
to electromobility makes it possible to
draw some conclusions as to the scope
of the expected changes.
User-oriented: the ergonomic concept
Concept development for vehicles is
fundamentally based on the user of the
product. The insights of anthropome-
try—the study of the human body and
skeletal properties and their precise
function—play a crucial role in ergo-
nomic principles. The keys here are the
selected user spectrum and the defined
threshold and target values for the

vehicle. The body measurements and
movement spaces are defined as geo-
metric dimensions of the user spectrum
(5th- to 95th-percentile person) and are
thus a direct component and basis of
the dimensional concept. Additionally,
the concept developer fleshes out the
ergonomic concept of the new vehicle
with further definitions: operation, view
toward the outside or of operating ele-
ments, different motion patterns such as
getting in or out, subjective influences
and habits of the user.
A more minor role here is played by the
differences between the drive concepts.
With a strong focus on particular vari-
ants of the drive concepts—for example
favoring particular driving characteris-
tics or usable spaces—compromises ›
Under One Roof
Vehicle concept development in
the context of changing mobility

01
03
02
45
Ergonomic concept of an anthro-
pometric selection collective with
main dimensions
Ergonomic plus dimensional

concept with styling specifications
and initial package concept
Ergonomic plus dimensional

concept with styling specifications
and package boundaries
ERGONOMIC
CONCEPT
PACKAGE
CONCEPT
DIMENSIONAL
CONCEPT

for a specific ergonomic design must be
found. This could relate, for example,
to the primary operation of the vehi-
cle—elements like steering and braking.
The technical framework and the fun-
damental vehicle topology, comprising
a few very specific dimensions, form
the architecture of the vehicle. It is
shaped by the interaction of the ergo-
nomic concept and the drive concept as
well as the desired stylistic proportions
of the product. Highly distinct drive
concepts, for example, have an impact
on the dimensional concept through the
architecture. One important task for the
concept developers, ultimately, is to
bring the specifications from the targets
and legislation into the dimensional
concept and then to present that as the
framework for the styling.
Space and technology:
the dimensional concept
Based on the dimensions from the ergo-
nomic concept, the core of the dimen-
sional concept of a vehicle emerges
from the inside outwards. The dimen-
sional concept describes the geometric
values and parameters. It takes legal
requirements into account as well as the
physical dimensions for design spaces
and the traditional construction spaces
for the required systems. Moreover,
spaces and dimensions have to be set
aside in the dimensional concept for
changes due to operation of the vehicle,
such as temperature differences. Many
dimensions are part of complex dimen-
sion chains that will be harmonized

between the various development de-
partments in the subsequent iterative
development process. The concept de-
velopment team has various brand- and
country-specific framework conditions
as well as safety requirements to take
into consideration. The technical influ-
ences on the dimensional concept are

primarily defined by the development

department of the OEM. More impor-
tantly, the interests of the company as a
whole determine the character of the
product, with legal requirements, cus-
tomers, the market and the environ-
ment presenting additional key factors.
Electric drives scarcely
impact dimensional concept
In view of the emerging shift toward
electromobility, the question arises as to
whether the changes have an impact on
the aforementioned pillars of the overall
concept and thus the dimensional con-
cept. From the customer’s point of view,
one can assume that the desire for the
conveniences of modern mobility will
remain unchanged or indeed grow. Safe
and comfortable travel will continue to
be in the foreground. Moreover, the ac-
customed diversity and different vehicle
variations such as sports cars, sedans
and minivans are expected. The custom-
ers of tomorrow will continue to have
different needs in terms of vehicles, be
they use-related (for example vans or
city cars) or based on personal prefer-
ences (sports cars or sedans).
And legal requirements today already
have an impact on the formal design of
modern vehicles. Noteworthy in this
regard are the rising safety require-
ments, which are reflected in significant-
ly larger and heavier vehicles. Through
electromobility, there will be additional
requirements primarily in the field of
high-voltage safety, although funda-
mental changes in the dimensional con-
cept are not to be expected.
The market and environment exercise
their influence principally through the
fact that the fulfillment of more stringent
environmental standards and the tap-
ping of new sales segments will presum-
ably only be possible with zero-emission
vehicles. But here again, this does not
require changes to the dimensional con-
cept. In terms of the vehicle concept,
electromobility will therefore not bring
forth any magnitudinous changes.
Everything in the right place:
the package concept
The idea of the package concept is to
bring the goals of the departments into
line with their sometimes contradictory
requirements. A majority of the compo-
nent positions is already defined by the
previously described dimensional and

ergonomic concept. Legal and brand-
specific requirements also impact the
package concept substantially. The po-
sitioning of the vehicle lighting, for ex-
ample, is very tightly circumscribed,
and is a typical brand-specific element.
The Porsche’s left-side ignition lock

position is another example of this. The
concept developer has the task of allow-
ing these brand-specific elements, and
harmonizing them technically—in close
cooperation with the departments.
Modern vehicles, particularly in the
premium segment, are equipped with
numerous additional systems, which
means that the mere task of including
all of the functions and features listed
in the specifications requires a great
deal of discipline and readiness to com-
promise. Including components stands
in constant conflict with comfort issues
such as the luggage compartment vol-
ume and approach angle, ergonomic
issues such as the sight angle and head-
room and, last but not least, country-
specific safety requirements such as pe-
destrian protections and head impact in
the interior.
Electric drive systems critically
alter the package concept
In terms of the package, in the future,
electric drive systems will resolve some
conflicting objectives while creating

47
others. In the current dilemma of the
range situation of electric vehicles be-
tween sufficient battery capacity and
fast charging options, the high-voltage
(HV) battery has a decisive role to play.
The HV battery has until now been the
largest and heaviest individual compo-
nent in an electric vehicle, and subject
to special safety requirements. This
gives rise to the necessity of giving the
HV battery particular attention in the
package concept.
There is only a limited amount of space
for the position of the new components.
There are three fundamental position-
ing options for an HV battery: in the
front end, under the passenger cell or in
the rear. The position also has an im-
pact on the vehicle design—low seating
position and flat vehicles with an HV
battery under the passenger cell, for ex-
ample, are currently mutually exclusive
properties.
At the same time, the electric drive archi-
tecture provides greater design freedom
with respect to accommodating the com-
ponents in the existing design space.
Anything from multiple-motor concepts
in the front and rear and even single-
wheel drive systems is possible. How-
ever, the theoretical advantage of a
smaller package size with electric motors
evaporates with multiple installations.
And the requirements in terms of func-
tional safety rise as well, resulting in
costs and complexity related to regula-
tions. It must also be taken into account
that the high-voltage supply of the drives
brings additional challenges as well.
Battery determines package
concept for electric vehicles
In the end result, the package concept
for an electric vehicle is subject to the
need for conceptual changes in order to
accommodate the new components and
the simultaneous omission of conven-
tional changes. The focus here is on the
integration of battery systems. Due to
the greater volume and the technical
complexity, this integration process rep-
resents a core requirement in the pack-
age area. In the development process,
this requirement is frequently fulfilled
on the basis of established vehicles pow-
ered by combustion engines.
The Porsche Boxster, for example, was
converted into a fully electric Boxster E
as part of a research project. The area
that would normally accommodate the
mid-engine proved an elegant position
for an HV battery. In addition to the
volume, the considerable weight of the
battery also made it possible to retain
outstanding weight distribution and

additional typical sports car character-
istics such as the body shape and a low
seating position.
It also emerged, however, that the “mid-
battery” designed for two-seaters is of
limited applicability for compact cars
and sedans. A range of other variable
concepts for the accommodation of HV
batteries have accordingly been devel-
oped for other vehicle types. In general,
there are no fixed boundaries for the
development, so we can expect further
innovative approaches in the future.
The challenge: a standalone
concept for electric vehicles
The overriding task in the near future
will be to develop comprehensive con-
cepts with which electric vehicles can
adequately replace conventionally pow-
ered vehicles. In this effort, modified
package concepts will play an especial-
ly important role with regard to the
changed overall concept in electric ve-
hicles. The vehicle concept of the future
will ultimately be determined by other
components in the package—with un-
changed requirements for the dimen-
sional concept. Changes due to the in-
creasing Digitalization of the vehicle
will also be necessary. So it is clear that
the introduction of electric vehicles will
change some elements in the vehicle
concept—but not everything. n
Alternative concepts for the position
of the HV battery


The V8 success story
and its basics
Powerful eight-cylinder engines have been as much a part of the Porsche
story as the traditional flat-six engine for decades. Porsche Engineering also
develops V8 engines—for customer orders. The reasons for the popularity of this
engine type are revealed by the fundamental properties of the engine architecture
of the V8 machine.
The cylinder bank offset in a conventional V engine is the width of a connecting rod big end, but the bank offset
can also be avoided through the use of interlocking fork-and-blade rods (e.g. in Harley-Davidsons).
Bank
offset
By Matthias Penzel, Vincenzo Bevilacqua and Thomas Raab
Eight

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